Semiautomatic automotive transmission with governor-synchronized gears



Oct 12, 1948- D. s. BENNETCH 2,451,058

SWIUTOITIC AUTOIOTIVE TRANSMISSION WITH G UVBRNOR-SYNCHRONIZED GERSvFuga' .my e, 193s 14 sheets-sheet 1 Oct. 12, 1948. Dr s. BENNETCHSEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARSi4 sheets-sheet 2 Filed July 6, 1939 David 5. enne'a/v ATTORNEY Oct. l2,1948.

Filed July 6, 1939 D. S. BENNETCH smlIAUrolA'rIc AUTouoTIvB TRANslIssIoNWITH v GOVERNOR-SYNCHRONIZED GEARS 14 Sheets-Sheet 3 auf AM ATTORNEYOct. 12,- 1948. D. s. BENNETCH 2,451,058

SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARSmed July e, 195e 14 sheets-sheet 4 rm JIM /e/ /47 m7 l Q /40 /a/ l j"n-' 209 G 220 57 sa Q Q 227 v /69 09 /o zoe Z/ I' 24A c 197 98 "igmm y/93 i941 Ml- ,po l( i /3- "f zw J7' l5 f ly' 'zu' QW 7 5 .H7 NA /57 l/46 145 72 z v75 /34 A /aa /39/40 a f la /4 [4Z] INVENTOR l0 47 /5/David 5. Bennech ,MAM'

ATTORNEY Oct. 12, 1948. D. s. BENNETCH 2,451,058

SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARSFiled July 6, 1939 14 Sheets-Sheet 5 /103 2 205 I J1" nul L;

' :f7 I l, j, :4

70 'lg IZ ,7/

INVENTOR David 5. Bennefch ATTORN EY Oct. 12, 1948. D. s. BENNETCH2,451,058

SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARSFiled July 6, 1939 14 Sheets-Sheet 6 UIUIHHIHHH mum INVENTOR la Dam! 5,5.',neh

ATTORNEY.

Oct. 12, 1948. I D. s BENNETCH 2,451,058

SEMIAUTOMATIG AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARS lFiled July 6, 1939 14 Sheets-Sheet 7 lo Vw @I INVENTOR David 3. Bennefcz ATTORNEY UCL 12, 1948. D, s, BENNETCH 2,451,058

SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNOHRONIZED GEARSFiled July 6, 1959 14 Shouts-Sheet 8 u l 1% l INVENTOR David 5. BennefbhATTORNEY A D. s.` BENNETCH SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITHOct. 12, 1948.

14 sheets-sheet 9 GOVERNOR-SYNCHRQNIZED GEARS Filed` July 6, 1939-INVENTOR David 5. Bennefch ATTORNEY HummHmimnmm Oct. 12, 1948. D. s.BENNETCH 2,451,058l

SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GERS r/55 zig, y f2 223km) ,g

lNvENToR Da' vid 5. ennefch ATTORNEY Oct. 12, 1948. D. s. BENNETCH2,451,058

SEMAUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARSDavid 5. ennefch BY fa-7 XW ATTORNEY Oct. 12, 1948. D. s. BENNETCH2,451,058

SEMIAUTOMATIC AUTOMOTIVE TRANSMISSION WITH' GOVERNOR-SYNCHRONIZED GEARSF11ed Ju1y e, 1959 n 14 sheets-sheet 12 (LLA David 5,' Beme'ch ATTORNEYOct. 12, 1948. D. s.. BENNETCH SEMIAUTOMTIC AUTOMOTIVE TRANSMISSION WITHGOVERNOR-SYNCHRONIZED GEARS Filed July 6, 1939 14 Sheets-Sheet 13 lv lalullin/lin.

INVENTOR David 5. emvech BY ATTORNEY Oct. 12, 1948. D. s. BENNl-:TCH2,451,058

SEMIUTOMATIC AUTOMOTIVE TRANSMISSION WITH GOVERNOR-SYNCHRONIZED GEARS vFiled July e, 1939 14 sheets-sheet 14 lNVENTOR Da v'ic 5. Be'nefch IMw/21M.

ATTORNEY Patented Oct. l2, 1948 SEMIAUTOMATIC AUTOMOTIVE TRANSMIS- SIONWITH GOVERNOR-SYNCHRONIZED GEARS David s. Bennetch, Sheridan, Pa.

Application July 6, 1939, Serial No. 282,982

(ci. 'x4- 412) l 19 Claims. The invention relates to speed transmissionsfor automotive vehicles and rthe like and, more particularly, to anarrangement for facilitating the control of gear shift typetransmissions.

According to a preferred embodiment, the invention is applied to aconventional automobile having the conventional gear shift transmission,although many of the principles of the invention) may not be limited tosuch use.

a cam box assembly. This cam box assembly has` various sliding andshifting blocks and cams giv- According to said preferred embodhnent,the l shifting of gears and the manipulation of the clutch is preferablyaccomplished by simply flipping a hand lever which may be mounted on thesteering column or in any other convenient place.

The hand lever may have a central position to which it automaticallyreturns when released by the operator. -Flipping the hand lever forwardwill cause the operation of the gears and clutch to shift from a lowerspeed to a higher speed, re-

ferred to hereinafter as an up-shift. Flipping the hand lever backwardoperatesthe gears and clutch to accomplish a shift from a higher speed lto a lower speed, referred to hereinafter as a down-shift.

Provision may be made so that once the control lever is operated theshift cycle is entirely automatic, the clutch being engaged and gearsshifted Without any further attention on the part of the operator.

For effecting quick and smooth speed change,

provision is made for sychronizing the gears in mesh and disengagingthem before the clutch is disengaged. The engine speed is then changedto correspond to the new speed ratio after, which the clutch disengages,and the new gears engage at the new speed ratio after which the clut-chreengages. The new gears coming into engagement and the clutch elements,before they engage, are fully synchronized so that no shock is given tothe car.

For accomplishing the above results, a. speed governor is provided onthe propeller shaft which is connected through an engine controltransfer to the engine throttle. The engine control transfer is alsoconnected to the accelerator pedal and,

during normal driving, the accelerator pedal con-- trols the throttle tothe exclusion of the governor. During the shifting operation. however,the engine control transfer device transfers throttle control from theaccelerator to the governor.

For providing a two stage synchronization of i the engine at a speedcorresponding to the gears in mesh and at a speed corresponding to thenew speed ratio into which it is desired -to shift, a coordinatingdevice is provided which operates on the engine control transfer tocause the governor to synchronize the engine first 'at the old speed andthen at the new speed.

The gears are shifted and the clutch is operated by suitable vacuumcylinders controlled by ing the proper interlock between clutch and gearmovements and also operating thecoord-inating device.

If desired, the control -may be partly semilever, as above pointed out,while -for shifting Ifrom neutral to first or reverse, the shift mayrequire operating the hand lever to change gears and depressing theclutch pedal .to disengage the clutch in the old-fashioned way.

If desired, a special arrangement may be made for a "skip shift, wherebythe gears may be shifted from first directly to third, or vice versa, iffor any reason the operator desired to skip second speed.

The invention also relates to a safety limit speed control. It has.heretofore been proposed to provide speed governors to limit the speedof automobiles to a given maximum to cut down the inordinate loss oflife and property caused by dangerously high speeds. Well meritedobjections have ben raised to a xed maximum speed device on the groundthat in time of emergency such device might actually increase the hazardof driving.

According to the present invention, a speed limiting device is providedwhich overcomes the disadvantages of the prior art. The presentinvention provides a limiting device which normally automaticallyreduces the gas supply to the engine whenever a predetermined limit ofspeed is reached, say, fifty miles per hour. However, in case of anemergency, the operator, by pressing unusually hard on the acceleratoragainst an uncomfortably strong spring, may cut out the speed limitcontrol and thus permit the car to travel at an increased speed. Thediscomfort of holding the accelerator in the emergency position issumcient to discourage an operator from traveling above the set speedfor any length of time. If desired, the car governor may operatedirectly upon a special speed control valve built in the ,f Although thenovel features which are `believed to be characteristic of thisinvention will be particularly pointed out in the claims appendedhereto, the invention-itself, as to its objects at the end of a andadvantages, and the manner in which it may be carried out, may be betterunderstood by reierring to the following description taken in connectionwith the accompanying drawings forming a part thereof. in which Fig. 1is a fragmentary side elevation, partly diagrammatic and partly brokenaway, of part of an automobile showing the semi-automatic transmissionand clutch control applied thereto;

Fig. 2 is a plan view, partly diagrammatic, of the mechanism shown inFig. 1; y

Fig. 3 is a pian sectiontaken on the line 3-3 of Fig. 1 illustrating thegovernor;

Fig. 4 is a section taken on the line t-iof Fi 3:

lg. 5 is a section taken yon the line 3 5 of Fi 3;

Fig. 6 is a section taken on the line @-601 Fig. 3;

Fig. 7 is a section taken on the line l--l of Fig. lvshowing the handlever ior controlling the gear shifting mechanism;

Fig. 8 is a fragmentary section of the lower end ci the hand shift rodmechanism, similar to Fig. 7, but showing the parts arranged for fullmanual operation;

Fig. 9 is a plan view of the eXtra lever for use in full manualoperation;

Fig. 10 is a transverse-section taken on the line i-l of Fig. 3;

Fig. ,11 is a plan view partly in section of the gear shift controlling'and actuating unit;

Fig. 12 is a. vertical section taken on the line i f-l 2 of Fig. 1ishowing the mechanism whereby th engine speed control is transferredfrom operator to governor;

Fig. 13 is a section similar to Fig. 12, but showing the parts in theposition they assume when the engine speed is under the control of thegovernor;

Fig. 14 is a vertical section taken along the line l-id of Fig. 11;

Fig. 15 is a plan section taken on the line i'-i of Fig. 14; i

Fig. 16 is a plan section taken on the line iS-i 6 of Fig. 14; 4

Fig. 17 is a transverse section taken on the line i'i-.ii of Fig. 16; v'

Fig. 18 is a perspective view of the clutch actuating bar;

Fig. 19 is a perspective view of a stop block associated with the clutchactuating bar;

Figs. 20, 21, 22 and 23 are perspective views of gear shifting cam blockshowing-respectively the y right side, top and front; left side, top andfront;

lower half in horizontal section;r left side, bottom and front;

Figs. 24 and 25 are perspective views of the slide block associated withthe camblock;

Fig. 26 is a plan section taken along the plane indicated by the line26-26 of Figrzi;

Fig. 27 is a perspective view as seen from beneath. oi the engine sneedcoordinating plate:

Fig. 28 is a transverse section taken on the line 26-28 of Fig. 16; 4

Fig. 29 is a plan section taken on the line 23-29 of Fig. 14;

Fig. 30 is a transverse section taken on the line 30--30 of Fig. 14; 4

Fig. 31 is a transverse section taken on the line 3i-3I of Fig. 14; y

Fig. 32 is a plan section similar to Fig. 16 but showing the parts inthe position they assume "down-shiftffrom third t9 S86' ingthe parts inthe position they assume at the a hand gear shift lever 501s provided.'Ifhe end of a down-shift but .lust previous to clutch;

Fig. 34 is a transverse Sli- 34 of Fig. 32; V

Fig. 35 is a transverse section taken on the line 35 of Fig. 33;

Fig. 36 is aside elevation partly in section and dissected out of therest of the mechanism of the from second to first speed the reengagementof the section taken on the line carburetor butterfly valves andassociated controlling means;

Fig. 37 is a view of the butterfly valves casing as seen from the rightof Fig. 36;

Fig, 38 is a view of the opposite side of the but.

terily valves casing from that shown in Fig. 38;

Fig. 39 is a view similar to Fig. 38 but showing the parts in adifferent position;

Fig. 40 is a view similar to Fig. 38 but showing the parts in stillanother position;

Fig. 41 is a side elevation .partly in section of a modified form ofaccelerator pedal; and

Figs. 42, 43 and 44 show dlagrammatically the positions of conventionalchange gears at different phases of a shift cycle according to theinvention.

In the following description and in the claims,

various details will be identied by specific names for convenience, butthey are intended to be as` generic in their application as the art willperinit.- 1.

Like reference characters denote like parts in theseveral figures of thedrawings.

In the drawings accompanying and forming part of this specication,certain specific disclosure of the invention is made for purposes ofexplanation, but it will be understood that the details may be modifiedin various respects withlout departure from the broad aspects of theinvention.

GENERAL Assn-many Referring to the drawings and, more particularly, toFigs. 1, 2, 7 and 1l, the semi-automatic gear shifting and clutchactuating mechanism is shown for purposes of the invention applied to anautomobile. However, it will be understood that the invention may beapplied to any autoymotive vehicle, including trucks, railwaylocomotives and boats. The engine i', which may be of any well knowninternal 'combustion type. is adapted to drive the Acar through aconventional mechanical clutch 2, speed'change gears in a gear box 3 andpropellershaft a. Mounted upon the engine block i in the usual manner isan intake manifold 5, exhaust manifold 6. carburetor i and throttlevalve casing 6. y

The control levers and pedals for operating the car may be quite similarto those on present day cars, but suitably modified to meet therequirements of the invention. In brake pedal (not shown) a clutch pedal93 and accelerator pedal S5 are provided. In addition to the usual handor parking brake (not shown) shift lever has a central normal positionto which, for the regular semi-automatic shifting according to theinvention, it automatically returns when the operator lets go. Byiiicking the shift lever Ell away from the operator, a cycle of eventsis set into operation which automatically shifts the car from a lowerspeed to a higher speed without any addition to the usual furtherattention on the part of the operator and, similarly, by flicking theshift lever toward the operator the car may be automatically shiftedfrom a higher to a lower speed. The hand lever 50 also has provision fora full manual gear shift as explained hereinafter.

The semi-automatic control mechanism vcomprises, in general, a speedgovernor 20, a control valve 9, a cam box I0, a clutch operatingcylinder Il, a gear shift operating cylinder I2, an engine controltransfer mechanism 13 and an engine control transfer operating vacuumbox |39. If desired, a speed limiting throttle 230 (Figs. 36-41) andcontrol therefor may be incorporated.

The clutch operating vacuum cylinder Il is` mounted upon the forwardside of cam box l0 (left in Fig. 1), the gear shifting vacuum cylinderI2 is mounted upon the outer end of cam box l0, and the vacuum controlvalve 9 mounted on top of the cam box. The cam box unit may beconveniently mounted beneath the hood of the vehicle in .the enginecompartment and adjacent the steering column. A bracket |3 may beprovided for this purpose .andsecured to a frame or chassis member I4.

The governor ruilt is provided for synchronizing engine speed withvehicle speed at certain phases of operation and consists of acentrifugal governor 20 (Fig. 3) an oil pressure by-pass valve 2|controlled thereby, and an oil operated piston cylinder 22 which servesto synchronize the engine speed with vehicle speed through mechanism tobe described later. The governor 20 is mounted upon a housing 23 carriedon the rear side (right in Fig. 2) of the gear box 3 and is driven bytransfer gears 24 from the propeller shaft 4. The governor is thusdirectly responsive at all times to the road speed of the vehicle.

The speed change gears in the gear box 3 may be shifted to their variouspositions, such as reverse, neutral, first, second and third speed, inthe conventional manner by a pair of concentric rock shafts 30 and 3|(Fig. 2) which are journalled in the gear box 3 and project laterallytherefrom. Upon the external end ofthe rock shaft 30 there is secured alever 32 which, when actuated, sets the first and reverse gear trains intheir selected positions. The hollow rock shaft 3|, which is concentricwith, but shorter than, shaft 30, carries a lever 33 which, whenactuated.' serves to set the second and third speed gear trains in theirselected positions. The levers 32 and 33 are connected to and operatedby mechanism associated with the cam box unit l0 and will be describedhereinafter.

The internal construction of gear box 3 (Figs. 1 and 2) is conventionalinform and comprises the usual first-reverse shift rail 34 and yoke 35for shifting the change gears shown in Figs. 42- 44, and thesecond-third shift rail 36 and yoke 31. The yoke 35 is provided with anarm 38 which is operably connected to a downwardly extending lever 39secured upon the inner end of rock shaft 30. The hollow rock shaft 3| isprovided with a downwardly extending arm 40 which is operably connectedto an arm 4I on the yoke 31. Thus, when either rock shaft 30 and 3| isrotated, the corresponding gears controlled thereby may be set in anydesired position.

The change gears themselves are of generally conventional construction,as will be understood by those skilled in the art. Referring now toFigs.4244, these figures illustrate a conventional gear box-3 connectedto clutch 2, engine I and -propeller shaft -4 in a conventional manner.The

clutch 2 comprises clutch element 300 secured to and rotatable with thecrank shaft of engine I and clutch element slidably secured to theclutch shaft 304.

The gears in gear box 3 comprises a sliding gear 302 and a slidable dogclutch 303 both feather-keyed on propeller shaft 4 and shiftaolerespectively by yokes and 31. Clutch shaft 304 has rigidly mountedthereon a gear 305. The transmission also comprises a countershaft 301having rigidly mounted thereon gears 303, 303, 309 and 3|0. Gear 306permanently meshes gear 305, gear 30B permanently meshes gear 3H andgear 3I0 permanently meshes reverse gear 3I3.

Gear 302 is slidable on shaft 4 to selectively engage reverse gear 3I3or first speed gear 300. Slidable clutch 303 has internal clutch teethto engage clutch teeth on either gear 3| I or gear 305.-

Clutch 303 is shown in engagement with gear 305 for connecting thetransmission in high. Clutch 303 is shifted to engage gear 3| I forsecond speed.

The change gears may beof vthe type where the gears themselves slide toshift gears, or of the later-type where the sets of various speed gearsare xed axially and are brought into operation by sliding dogs keyed tothe shafts. Or, they may be of the type shown where second and thirdspeed gears are controlled by a shifting clutch or collar and reverseand rst speed gears are controlled by a sliding gear. In any case thf`gears may be said lto be shifted or changed or engaged" to obtain thedifferent speed ratlos, forward and reverse, and in the claims theseterms. as applied to the gears, are intended to cover, but notnecessarily to be limited to, all cases.

rlhe manual'shift and shift control hand lever (Fig. 7) is pivoted at 5|on an arm 52 which is formed integrally on a sleeve 53. The upper end ofsleeve 531s journalled in a bracket 54 secured to the upper end of theconventional steering column '55, and the lower e'nd of sleeve 53 hassecured therein by a set screw 50 the top of a hollow shaft 51 inside ofwhich is reciprocably carried a shift rod 58. The upper end of shift rod58 projects above the end of the hollow shaft 51 and into the centralportion of the sleeve 53 and is operably connected to the end of thehand lever 50 by a pin and slot connection 59. The lower end of thehollow shaft 51 is journalled in a boss 60 on the cam box supportbracket I3 and held against upward movement by a collar 6I.

The lower ends of the shift rod 50 and hollow u shaft 51 carry certainlevers which are ,operably connected to mechanism associated with thecam box unit I0 described hereinafter. l

The hand lever 50 may be resiliently maintained in its central rotativeposition by a spring pressed ball 62 carried in the bracket 54 andcooperating with a recess in the sleeve 53. By this means, the operator.at such times as the hand lever is not automatically returned to itscentral position, is enabled to determine this position as he feels theball 62 drop into the recess.

The accelerator pedal 65 (Figs l and 2) is pivoted at 66 on the flo'orboard 01 of the car and is in contact with the ends 30 of an acceleratorlever 69 pivotally mounted beneath the floor board 61 on a rock shaft10. A second lever 1| secured on the rock shaft 10 forms, in conjunctionwith lever 63, an accelerator bell crank, and the lower end of lever1|.has a fork 12 which is in operable relationship with engine controltransfer mechanism generally indicated by 13 (Figs. 12 and 13). Atension spring'14, one end of which is secured t5 to lever .'II 'and theother to the clutch housing,

clutch cylinder I I serves to maintain the accelerator bell vcrank inengine idling speed position except when the acceleratorpedal 66 isdepressed The engine control transfer mechanism 13 is pivotallyconnected by a link 16 to a bell crank 16 pivotally mounted at 'I1 onthe engine block I. The long arm of bell crank I6 is connected by link'I6 to an arm 19 carried on the end of the throttle valve shaft 80. Aconventional butterfly valve 8| may be secured on shaft 80 Within thevalve casing I which forms a lower extension of a downdrai'tcarburetor 1. a

Thus it will be seen that by depressing accelerator pedal 65 thebutterfly throttle valve 6| is made to rotate and so regulate the fuelmixture being drawn into the engine through the intake manifold 6. Aspring 62 h'aving one end'attached to the bell crank 16 and the otheraffixed to the engine block I serves to maintain the throttle valve IIin engine idling speed position unless engine control transfer mechanism13 is actuated either by the accelerator pedal 66 or the governorcylinder 22 to which the transfer mechanism ls connected by a rod |30.

It will be understood that for ordinary operation. the carburetorthrottle 8| is controlled by the accelerator pedal in the ordinarymanner, but during certain periods of the gear shifting cycle, thecontrol of the throttle is taken away from the operator and put underthe control of automatic devices for driving the engine at the properspeed to synchronize the clutch elements before permitting them toengage.

'I'he conventional clutch 2 (Fig. 2) of the vehicle is actuated by ahorizontally disposed and pivotally mounted clutch rod 90 which projectslaterally through the side of the clutch housing 9| and has, rigidlysecured upon its end, a bent extension 92. The clutch pedal 93, pivotedat 94 on a bracket 95 that is mountedupon the frame member i4. has adownwardly extending arm 96 pivoted to arlink connection 91 connected tothe clutch rod extensionv 92 for actuating the clutch rod 90. The link91 has an elongated slot 98 on one end embracing the extension 92 and isso arranged and designed as to allow the clutch rod 90 tobe actuated fordisengaging the clutch 2 by the clutch'cylinder without therebyactuating the clutch pedal 93.

The clutch rod extension 92 is actuated by the through a curved link |00having one end connected to the extension 92 by a slotted head |0|, theslot of which corresponds to the slot 98 in link 91, and the other endpivotally connected at |02 to the lower end o f a lever |03. The lever|03 is pivoted at |04 on a bracket |05 attachedv to the cam box I0 andis actuated by the clutch vacuum cylinder I| through mechanism to bedescribed below in connection with cam box I0. The slotted head 0| oflink |00 serves to allow, in certain phases of operation, thedisengagement of the clutch by the clutch pedal 93 without the linkbeing aiected.

The various vacuum lines, oil lines and linkages interconnecting thevarious operating and control units will be described hereinafter incon- Junction With their related mechanisms.

ENGINE SYNcHRoNrzmc Govznnon Referring more particularly to Figs l, 2,4-6, the centrifugal governor 20 governs engine speed through ahydraulic converter which utilizes a small amount of oil taken from theregular engine lubricating system. The governor 20 acts. during theshift cycle, as explained more particularly bepiston I 21 is led back tomounted thereon the elements ofthe centrifugal Y governor. The governorconsists of a pair of pivoted arcuate weights II2 carried on lateralextensions ||3 of a sleeve ||4 which is secured on the shaft the weights|I2 are provided with toes ||6 which bear on a wear collar I1 slidablymounted upon the outside of sleeve I4 and bearing in turn upon the innerend of a valve sleeve ||0 which is/also slidably mounted upon sleeveill.

The outer end of valve sleeve ||6 is formed as a rectangular projectionII9 (Fig. 5) projecting into and forming a part of the oil pressureby-'pass valve 2|. By-pass valve 2| forms the cover plate of the Weightchamber II and consists of a. cylinder |20 having a rectangular port|2|, wherein the projection ||9 reciprocates. and a by-pass port |22connecting port I 2| with the weight chamber Oil under substantiallyconstant pressure is admitted into cylinder |20 through a pipe||23 whichtakes it from the supply .created by the conventional oil lubricating`pump 1) located on the side of the clutch housing 9|.

Oil Awhich is. by-passed through ports |2| and |22 into chamber II| isled back into the engine crank case through pipe |26. The oil pressurecylinder a hollow sliding plunger |26 having an enlarged head or piston|21 which reciprocates in a cylinder 22 formed as an extension ofby-pass cylinder |20. Plunger |26 is actuatedby the varying oil pressurepassing through its hollow center out through ports |26' to the backface of piston |21. A piston rod |28 is fixed inthe piston |21, sealingone end of the hollow plunger |26, and passes ling; of the cylinder 22through cylinder closure 'Ihe outer end of connected by a ball nectingrod |30, the

piston rod |28y is pivotally and socket joint to a conother end of whichis operably associated with the engine control transfer mechanism 13. Acompression spring |'3I is mountedV in the cylinder 22 between thepiston |21 and closure |29 and serves as a direct reactance for thevariable oil pressure. created in cylinders |20 and 22 of the by-passvalve 2|. Adjustment of the compression of spring |3| is accomplished byrscrewing the closure |29 in or out of cylinder 22'. Any oil which mightleak past the crank case through pipe |32 connected to pipe |25.

Pipe |23 is restricted so that only a small part ofthe oil from thepressure side ofthe engine lubricating pump is taken. 'I'he oil pressurein cylinder 20 is determined by the oil bied from the cylinder throughgovernor 20 with different car speeds for reasons explained below morein detail, a comparatively small change in the amount of oil bled isrequired to obtain this pressure variation, jso it may be said that theoil taken by the governoris substantially constant.

|| 0 by a pin H5. The pivotal ends ofv |20 is provided with ports |2|and |22. While pressure in cylinder |20 varies considerably due 'to theaction of the I'he amount of bleeding during the shifting operation and,ftherefore, the oil pressure in cylinder is determined by the relativeposition of the edge of piston |26 and the inclined lower surface ofplunger ,|I6. The relative positions of these 'parts deilne what maybetermed the critical bleeding point, indicated in Fig. 3 by I6.

During the shifting operation no important impedance is offered by thepiston |26 blocking port |2I or by plunger ||0 blocking port |22, sothat we have substantially the full oil pressure of cylinder |20 onplunger I I9 to the right of the bleeding point I6 and substantiallyzero oil pressure on plunger I9 to the left of the bleeding point I6.

It is obvious that the size of bleeding point I6 will vary either bymovement of piston |26 or by movement of plunger IIS, or by movement ofboth together. Although the size of the bleeding point I6 does not varygreatly, its position varies due to the movement of piston |26.v

Fig. 3 shows the position of the governor with the car substantiallystationary. 'I'he oil supplied to the cylinder l|20 by the idling enginemoves .piston |26 to the left to cause it to clear the edge of port |2I.When the car is speeded up suillciently for the shifting operation, theplunger II6 moves down in Fig. 3. .The critical bleeding point I6decreases in size sufficiently to raise pressure in cylinder |20. Thehigher the car speed the smaller the critical bleeding point I8 becomesand the higher the pressure in cylinder |20. Increase of pressure incylinder |20 moves piston |26 to the left against its compression springI3| until it builds up an equivalent force in spring I3I. T'his opensthe car throttle and 'speeds up the engine to correspond to car speed,thus synchronizing engine and car.

It should be noted that downward movement of plunger II9 is resisted notonly by increase 'in pressure in cylinder |20, but also bythe additionalarea of plunger I I9 exposed to this pressure caused by movement ofpiston |26 to the left in Fig. 3.

As an example of the operation ofthe variable area oi plunger II9,assume that the combined area of pistons |26 and |21 is one square inchand that the cross sectional dimensions of plunger I |9 are 1/2" x 1A".Consider the conditions when the plunger |I9 is half exposed and alsowhen plunger |I9 is wholly exposed to the pressure in cylinder |20. Whenthe plunger ||9 is half exposed, the exposed area equals $41" ,x 1A"which equals 11.; of a square inch. When the plunger ||9 is fullyexposed, its exposed area is equal to 1/4" x l/2" which equals la of asquare inch. Since the area of piston' |26, |21 remains constant, theratio of exposed area of plunger ||9 to the exposed area of piston |26,|21 changes from 11; to $43, giving the desired relation between theforces exerted on piston |26, |21 and plunger I I0.

During the governing operation, we are dealing with idling conditions ofthe engine. If the engine is pulling the car, its idling speed is toofast and hence the throttle must be closed so that no driving torqueshallbe imparted by the engine to the car. If, on the other hand, .weare using the engine as a brake, as by going down a hill, the enginespeed is too slow and the throttle must be opened so that no torqueshall be imparted to the engine from the car.

With the idle engine, comparatively small movement of the butterflythrottle and linkage is necessary to change the idling speed through thesmall range necessary for synchronization. This movement may thus beconsidered proportional l0 to engine speed. The ordinary centrifugalgovernor, on the other hand. does not respond directly proportionally tocar speed, but its response varies with the square of the car speed. Thehydraulic arrangement may. therefore, be termed a converter since itconverts the non-linear response of the governor to a linear response sothat the movement imparted to the throttle valve through the link |30 issubstantially directly proportional tocarspeed.

A further advantage of the hydraulic converter is the fact that largemechanical force may be,

intothe relatively large force necessary for. operating the throttle. I

It will thus be seen that, when the engine speed is under control of`the governor mechanism, its speed is always related to the car speed.However. since the lspeed change gears are interposed between the engineand the governordrive gears 24., a supplemental mechanism is necessaryto increase or decrease the engine speed to relate this speed to the carspeedas it may be represented by the different speed ratios of thechange gears, such as first. second, third or' reverse. Thissupplemental mechanism forms part oi' the engine control transfermechanism 'I3 described. below.

ENGINE CoN'rxor. TnANsrrn Macmmsn Referring now more particularly toFigs. l, 2. 11 and 12, the engine control transfer mechanism 13 is shownwith the parts in the position assumed lwhen the engine is under control`of the operator and the change gears are in third speed. Fig. 13illustrates the position of the parts during a gear shifting cycle whenthe engine speed is under control of the governor mechanism.

The transfer mechanism comprises a push rod I 36 composed of two memberspinned together in their central portion and slidably supported upon thecam box I0 inbrackets |31. Upon one end of the rod |36 there is boltedthe lflexible diaphragm |36 of a vacuum box |39 which is maintained inits distended position by a self contained spring except Vwhen vacuum isapplied through flexible pipe |60. Secured on the forward side (left inFigs. 11 and 12) of the'vacuum box |39 is a bridge plate MI from which asleeve' |42 extends forwardly to be slidably supported in one of thebrackets |31. The smaller portion of rod |36 passes through sleeve |62.The forked end 12 of accelerator lever 1I spans the rod |'36 and and theclamping plate by which rod m is lies between the back face of thebridge plate II| 15 to the throttle valve 6|. increasing o r decreasingthe engine speed as desired.

Means for transferring the engine control from the accelerator pedaltothe governor mechanism is operably mounted upon, the rod |36 andcomprises a sliding sleeve |45 carried by the rod |00 between a shoulder|40 on the rod and the end of sleeve |42. The sleeve |45 is pivotallysecured to the central portion of a lever |41 which passes through boththe sleeve and the rod I 00, clearance slots being provided therein sothat the lever acts only on the sliding sleeve |45. One end o the lever|41 is connected by the link |30 to the governor mechanism, while theother end is slotted at |40 to receive a movable fulcrum pin |50 whichis carried by `the projecting end of a speed ratio coordinating plate|5| (Figs. 27, 31) associated with mechanism in the cam box I to bedescribed later. A slotted guide bracket |52 mounted upon the cam box l0has a slot |53 to guide and limit the fulcrum pin 50 in its movements.The coordinating plate and its fulcrum pin 50 is, when actedupon bymechanism to be described below, automatically set at any one of threepositions which correspond to the three gear ratios, first, second andthird, of the car.

When the gear shifting cycle is instituted, by l the operator moving thehand lever 50, vacuum isapplied to vacuum box I 00, collapsing it andcausing the sleeve |42, carried thereon, to slide forward (left in Fig.12) cn the rod |30 until the sleeve end meets the slide sleeve |45, atwhich time rod 08 is moved rearwardly until the shoulder thereoncontacts the other end of slide sleeve |45. The -rod |00 is-thuslockedto the slide sleeve (see Fig. 13) 'while the forked end 12 ofaccelerator lever 1| has been released from its locked position betweenbridge plate |4| and diaphragm '|00 due to the latter members havingbeen moved apart. The rod |00 will thus transmit any motion of the slidesleeve |45 to the throttle 'valve 0| through linkages vpreviouslydescribed,-whlle theaccelerator lever 1| is free to move under theinfluence of the accelerator pedal 05 without affecting the engine speedin any way.

The motion of the slide sleeve |45 is responsive to the car speed astranslated by the governor through the link |00 and lever |41, but ismodined by the position of the fulcrum pin so as to coordinate itsposition -with whatever speed ratio the change gears are about toassume. Thus, in Fig. 11, fulcrum pin |50 is shown in its third speedposition and the lever |41 at a slight angle representing a car speed ofapproximately ilfteen miles .per hour. In a down shift to second speed.it is necessary to` increase the engine speed to synchronize it with thefifteen miles per hour car speed and this is accomplished by the outwardmovement of the fu-lcrum pin |550 which .thus be comes, temporarily, themoving force on lever |41. The actual fulcrum of lever |41 during thisopera- .tion is its pivotal connection to link |00.4 'It will thus beseen that the outward movement in a straight line of the pin |50 as itmoves to a point midway along the slot |40 in the lever, shifts thelever and the slide sleeve |45, -pivoted thereon, to the leftl (Fig. 13)and this motion is transmitted to the throttle valve 0|, therebyincreasing the engine speed. A similar outward movement of pin |50 stillfurther along slot |40. as a gear shift is made from second to ilrstspeed, moves the slide sleeve |45 still. further to the left and againincreases engine speed to make it correspond t0 the fifteen miles perhour car speed as translated through the gear ratio. The motion andpositioning of thefulcrum pin |50 is accomplished `by m contained in thecam box |0 described hereinafter.

VACUUM Connor. VALvli a spring |02 is mounted for main-'taining thevalvein a central position. A pair of washers |00, forming abutments'for the spring |02, co-act with kshoulders formed on thevalve stem |5|and the end walls of-the spring chamber |00 so that the valve |55 isreturnedy to its central position after 'a completed cycle whether ithas been moved toV the right or left.

For the purpose of shifting the valve |55 either to ltheright (adown-shift) or left (an uri-shift) the projecting end of valve stem, |0|is provided with-a ygroove |01 on its underside in which is normallyseated the end of an upper arm |00 of a double Iarmed lever |00. Thedou-ble armed lever |00 is slidably mounted upon the hollow shaft 51(Fig. 7) of the hand control lever 50 and rigidly secured on the rod 50by a pin |10. The hollow shaft '51 is provided with a slot |1| throughwhich the pin H0 passes, thus allowing a limited vertical movement ofrod '50 and lever |00 with respect to hollow shaft 51, at the same timelocking all threemembers together with respect to any rota-l tivemovement of fthe shaft 51. A compression spring |12, surrounding hollowshaft 51 and abutting the underside of lever |00 urges the latter and'the rod 50 to their uppermost position as determined :by the slot |1|in hollow shaft 51.

Various p'orts are provided in the wall of the control valve 0 andconsist of vent .ports |15,l |10, vacuum port |11, gear shiftcylinderports |10, |10, 'and clutch cylinder port |00 which also supplies vacuumto the vacuum box |39 of the transfer mechanism 13. 'Iihe vacuum port|11 is connected 'to the intake manifold 5 by a pipe |0| and the pipes|02 and |03 connect respectively the ports |10 and |10 to the oppositesides of the double acting gear shift cylinder I2. Pipe |04 leads fromthe port |00 and is provided with a branch line |05 communicating withthe clutch cylinder Ii, and a flexible Ibranch line |40 connected to thevacuum box |00.

Means are provided for holding the kslide valve Y cam box i0. 'I'hedetent |01 lies in the path of two lugs |00 and |00 formed on the uppersurface of a cam block |00 (Fig. l5). Thus, the cam block |00 cann'otmove inwardly (up in Fig. 15) until the detent' |01, and hence the valve|55, has been fully moved either to the right vox' left, nor, once thecam block |00-has started to move, can the detent Vandvalve return toits central positionvuntil the lug |00'"or |00=`has`moved out of thedetent's path and hence the shift completed.

AThe centralizing spring |02 of the valve 0 also serves to return thehandl lever 5|! to its normal central position after a. gear shiftingcycle has

